Motor vehicle having an automated transmission

ABSTRACT

A motor vehicle with a clutch ( 3 ) and an automated transmission ( 9 ) between the engine and the drive wheels of the vehicle. The vehicle has control elements ( 45,48 ) for engine function and transmission function depending on a set position of an electronic gear selector ( 46 ). The control elements, with the gear selector in its position for automatic shifting, selects a gear for starting off or under way, which is determined by the gear selection strategy stored in the control means as a function of various parameters fed into the control elements. The control elements, are arranged to perform, firstly, a simulation process related to the gear selection strategy with at least one alternative set of parameters (U 2 -UN) and, secondly; a comparative analysis based on a first set of control parameters (U 1 ).

The present invention relates to a motor vehicle with a clutch andautomated transmission between the engine and the drive wheels of thevehicle, comprising control means with an engine control function and atransmission control function for controlling the transmission inaccordance with a selected position for a manual gear selector, wherethe control means with the gear selector in its position for automaticshifting, when starting off or under way, selects a gear which isdetermined by a gear selection strategy, stored in said control means,as a function of parameters fed into the control means.

In vehicles of this type there are today control units with a storedgear selector strategy, i.e. a time-based shifting sequence as afunction of road incline, for example. A known technology is describedin U.S. Pat. No. 5,832,400. For vehicles with a conventional automatictransmission, where the transmission shifts sequentially with a torqueconverter, there is a gear selection strategy based on an algorithmwhich takes into account a measuring point in the topology surroundingthe vehicle with instantaneous vehicle position as a reference point. Bydetermining, by various methods, where the vehicle will be after acertain time interval, it is possible to modify the engine setting andthe shifting points for the automatic transmission, i.e. at which rpmthe transmission should shift up or down. Possible variants could be touse electronic maps together with a positioning system (e.g. a GlobalPositioning System, GPS) or extrapolate a future position for thevehicle. One disadvantage of this system is that it does not take intoconsideration how the road varies in elevation between two-points ofmeasurement, and extreme points (e.g. the crest of a hill) between thetwo points of measurement are thus not taken into account in certaincases. The engine and the transmission are set in accordance with theknown technology, on the basis of how great the difference in elevationis between the two points of measurement, and the instantaneous throttleposition. Throttle position means in this case and in the following textboth an adjustable cruise control and an accelerator pedal.

U.S. Pat. No. 5,832,400 only takes into consideration, as was mentioned,a single point of measurement during a certain time or distance into thefuture, in order to see if the instantaneous engine torque will besufficient, or if the engine and/or transmission needs to be reset. Itis also described how a plurality of points of measurement can be usedbut in that case a mean value thereof is used, thus providing one valuefor the required driving force. With a transmission which is shiftedsequentially and with the method just described, there is an uncertaintyin the system which results in tangible consequences in the form of lessthan satisfactory cruise control function, uneven acceleration andunnecessarily large exhaust emissions.

Today there are also motor vehicles of the type described by way ofintroduction, which do not compromise with a limited gear selectionstrategy, but rather reach a decision on drive chain gear ratio on amuch better basis, taking the future into account. The control unit isthen arranged, on the basis of fed in parameters, and thus at least withknowledge of road incline and throttle control position, but alsoengine, turbo and transmission characteristics, in accordance with agear selection strategy based on a number of computer simulations, toselect a gear chain total ratio, which, according to the simulation, isoptimum for a given stretch of road. This is based on a criterionselected either automatically or semi-automatically by the driver. Itcan also be selected externally either automatically orsemi-automatically.

Disadvantages with today's known technology are that the parameters orcriteria fed in manually by the driver or externally, automatically orsemi-automatically, can be erroneous, due to human negligence or forother reasons. A simulated, instantaneous or future optimal gearselection or gear shift schedule for the vehicle will then be based onincorrect input, and consequently the optimal gear selection will inthat case only appear to be the best.

The purpose of the present invention is to achieve a motor vehicle ofthe type described by way of introduction, which avoids the abovementioned problems by providing a system which makes it possible toindicate if there is a better optimisation of the gear selection and/orthe gear selection schedule.

This is achieved according to the invention by virtue of the fact thatthe control means is adapted to perform, on the one hand, a simulationprocess related to a gear selection strategy with at least onealternative set of parameters (U2-UN) and, on the other hand, acomparative analysis based on a first set of parameters (U1).

This makes possible checking of set control parameters and thepossibility of monitoring settings becomes a practical reality. Feed-inerrors can be detected, indicated and remedied. Furthermore, thecomparative analysis can be a good basis for the work of developing thegear selection strategy making possible optimal setting of the weightingof the control parameters or the setting schedule with regard to a givenstretch of road.

The control means are disposed, under set preconditions, to lay out ashifting schedule with automatic gear selection for a longer periodforward (30 seconds or more), where the information on instantaneousposition is obtained with the aid of GPS and future positions areprovided by information from an electronic map. Said information isintended to be fed into said control means and form the basis fordifferent simulations. The driver can himself select the criterion fordriving, i.e. choose the relative weights of the controlling parameters.Controlling parameters include emissions (both exhaust and noise),average speed or fuel consumption. If the driver, for example, prefersan optimized, economical driving model with low fuel consumption, thefirst weight is given to fuel consumption and the computer simulationwill produce, for the given control parameter weighting, the mostenergy-saving shifting schedule. Furthermore, compromise solutions canbe selected by giving the desired weightings for the respective controlparameters. In order to provide additional precision in the simulationresult, consideration is taken to the individual variations of theindividual engine, since emissions from the engine can be measured whendriving in various driving situations and these can be taken intoconsideration for future engine settings. Settings for the engine, forexample, can vary along an imagined road picture, which the simulationis made for, in contrast to the known technology, where the enginesetting has only two positions between an instantaneous position and afuture position. The engine model is also important for providinginformation on engine exhaust emissions at various transients. Presentknown technology does not facilitate taking this into account. Andshifting in the gearbox does not need to be done sequentially. Thecomputer also simulates shifting sequences where one or more gears areskipped.

Known technology, which uses GPS and electronic maps, can makesimulations which are valid relatively far into the future, but the riskof something unforeseen, i.e. about which information cannot be gottenfrom the electronic map, will consequently increase. The system has asensibility, which, with the aid of extrapolation of the throttleopening position, can to a certain extent estimate in what position thethrottle opening will be in a few seconds and how rapidly it is expectedto move towards that position. This means that the system can adjust toa new situation earlier than known systems, which only consider theinstantaneous throttle opening position.

Furthermore, with the aid of electronics and sensors, estimates(extrapolations) can be made concerning road incline and information canthus be obtained on the topology surrounding the vehicle and its futureposition. It is possible according to the present invention, to useinformation on surrounding vehicles, in order to be able to obtain alower fuel consumption in a situation, for example, where one will catchup to a vehicle driving in front.

The present invention is preferably intended for, but is not limited to,automated manual transmissions. Compared with shifting with forceinterruption it is an advantage to use automated manual transmissions(Automated Power Transmissions). It is possible using the systemaccording to the invention, particularly with the integrated shiftingstrategy described herein, to make sure that shifting up in an uphillincline will be successful where it might otherwise be problematic ifthe shifting takes too long with the vehicle retarding too much,especially a tractor vehicle with a heavy load.

In the above description and in the following, it is stated that thevarious signals are fed into the second control unit, which carries outthe computer simulations. This function can, of course, also be takenover by the first control unit or in another physical location arrangedfor communication with the second control unit.

The invention will be described in more detail below with reference toexamples shown in the accompanying drawings, where

FIG. 1 shows a schematic representation of one embodiment of a driveunit according to the invention,

FIG. 2 shows the clutch and the gearbox in FIG. 1 on a larger scale, and

FIG. 3 shows an overview of inputs into the second control unit,

FIG. 4 exemplifies parts of a simple computer simulation,

FIG. 5 illustrates an alternative overview of input signals to thesecond control unit for control parameters which are fed in from acommunication terminal to a transmission control unit,

FIG. 6 shows a variant of the overview in FIG. 5 and

FIG. 7 illustrates at least two embodiments, according to the presentinvention, of a simulation process relevant from the perspective ofcontrol, monitoring, optimisation and development.

In FIG. 1, 1 designates a six-cylinder internal combustion engine, e.g.a diesel engine, the crankshaft 2 of which is coupled to a single-platedry disk clutch which is designated generally by reference number 3 andis enclosed in a clutch case 4. Instead of a single-plate disk clutch, adual disk clutch can be used. The crankshaft 2 is connectednon-rotatably to the clutch housing 5 of the clutch 3, while its diskplate 6 is connected non-rotatably to an input shaft 7 (FIG. 2), whichis mounted rotatably in the casing 8 of a gearbox designated generallyby reference number 9. A main shaft 10 (FIG. 2) and an intermediateshaft 11 (FIG. 2) are also mounted rotatably in the casing 8. Further,there are illustrated a first control unit 48 for controlling theengine, a second control unit for controlling the transmission and amanual gear-speed selector 46, coupled to the second control unit 45.The first and second control units (48 and 45, respectively) are adaptedfor communication with each other.

As can be seen most clearly from FIG. 2, a gear wheel 12 is mountedrotatably on the input shaft 7 and is lockable on the shaft by means ofan engaging sleeve 13 which is provided with synchronizing means and ismounted non-rotatably but axially displaceably on a hub 14 connectednon-rotatably to the input shaft 7. By means of the engaging sleeve 13,a gear wheel 15 mounted rotatably on the main shaft 10 is also lockablerelative to the input shaft 7. The gear wheels 12 and 15 engage withgear wheels 16 and 17, respectively, which are connected non-rotatablyto the intermediate shaft 11. Arranged in a rotationally fixed manner onthe intermediate shaft 11 are further gear wheels 18, 19 and 20 whichengage with gear wheels 21, 22 and 23, respectively, which are mountedrotatably on the main shaft 10 and are lockable on the main shaft bymeans of engaging sleeves 24 and 25, respectively, which, in theillustrative embodiment shown, do not have synchronizing arrangements. Afurther gear wheel 28 is mounted rotatably on the main shaft 10 andengages with an intermediate gear wheel 30, which is mounted rotatablyon a separate shaft 29 and engages in turn the intermediate shaft gearwheel 20. The gear wheel 28 is lockable on its shaft by means of anengaging sleeve 26.

The gear wheel pairs 12, 16 and 15, 17 and also the engaging sleeve 13form a split gearing with a low gear stage LS and a high gear stage HS.The gear wheel pair 15, 17 also forms, together with the gear wheelpairs 21, 18, 22, 19, 23, 20 and 28, 30, a basic gearbox with fourforward gears and one reverse gear. Arranged in a rotationally fixedmanner on the output end of the main shaft is a gear wheel 31 whichforms the sun gear in a two-stage range gear of the planetary typedesignated by reference number 32, the planet wheel carrier 33 of whichis connected in a rotationally fixed manner to a shaft 34 which formsthe output shaft of the gearbox. The planet wheels 35 of the range gear32 engage with a ring gear 36, which, by means of an engaging sleeve 37,is lockable relative to the gearbox casing 8 (FIG. 1) for low range LRand relative to the planet wheel carrier 33 for high range HR. Theengaging sleeve also has a neutral position NR between the gearpositions LR and HR. In the neutral position NR the output shaft 34 isreleased from the main shaft 10.

The engaging sleeves 13, 24, 25, 26 and 37 are displaceable as shown bythe arrows in FIG. 2, to provide the gear stages shown next to thearrows. The displacement is brought about by servo devices 40, 41, 42,43 and 44 which are indicated diagrammatically in FIG. 2 and may bepneumatically operated piston/cylinder arrangements of the type used ina gearbox of the type described above, which is marketed under the nameGeartronic®. The servo devices are controlled by an electronic controlunit 45 (FIG. 1), comprising a microcomputer, depending on signals fedinto the control unit representing the various engine and vehicle datawhich comprise at least engine speed, vehicle speed, clutch pedal andthrottle position and, in certain cases, engine brake on/off, when anelectronic gear selector 46 coupled to the control unit 45 (FIG. 1) isin its automatic transmission position. When the selector is in theposition for manual shifting, shifting is effected via the gear selector46 (FIG. 1) at the command of the driver. The control unit 45 (FIG. 1)also controls fuel injection, that is to say the engine speed and/orengine torque, depending on the throttle pedal position, and also theair supply to a pneumatic piston/cylinder arrangement 47, by means ofwhich the clutch 3 is engaged and disengaged.

The control unit 45 is programmed in a known manner so that it keeps theclutch 3 engaged when the vehicle is standing still and the gearselector 46 is in the neutral position. This means that the enginedrives the input shaft 7 and thus also the intermediate shaft, while theoutput shaft 34 is disengaged. An auxiliary unit, e.g. an oil pump forlubricating the gearbox, can possibly be driven by the intermediateshaft in this position. The control unit 45 is also programmed, when thevehicle is standing still and the gear selector is moved from theneutral position to a shift position, either to a position for automaticshifting or to a position with a start-off gear selected by the driver,to first release the clutch 3, then brake the intermediate shaft 11 tostop with the aid of the intermediate shaft brake 50, indicated in FIG.2, which can be a brake device, which can be known per se, controlled bythe control unit 45. With the intermediate shaft 11 braked to stop or atleast nearly to stop, the control unit 45 now initiates the shift in thebasic gearbox to a gear ratio which is provided by the automatic shifteror selected by the driver. When the driver, after engaging the gear,opens the throttle, the accelerator pedal functions as a reverse clutchpedal, which, via the control unit, gradually increases the clutchengagement with increasing throttle opening.

FIG. 3 illustrates schematically input which the second control unit 45needs to be able to generate a computer simulation. With one control 300for manual or automatic control parameter weighting, providing a drivingcriterion selected by the driver, the simulation can be controlled inthe present invention. The driver can select to prioritize, for example,low fuel consumption (for economical driving, for example), constantvehicle speed (for rapid driving at high average speed, for example), acertain level of emissions (for environmentally friendly driving) or acombination (weighting) of said control parameters. For automaticcontrol parameter weighting, a model stored in the second control unitis used, which takes into consideration various parameters, such asthrottle opening position, the mass of the vehicle and resistance totravel. The weighting of the control parameters, is different fordifferent gear speeds. For example, low fuel consumption has highpriority for high gears, and a heavy vehicle driving uphill has a highweighting for average speed. The switch 300 is adapted for communicationwith the second control unit 45. Pedal mappings 310, i.e. engine torqueas a function of rpm for various throttle opening positions, are storedin the second control unit 45. An electronic map 320, for example storedon a CD-ROM (Compact Disc Read Only Memory) contains the information ona region's topology necessary for the computer simulation, i.e. at leastgradients or elevation values for the route, with sea level as areference, for example, and any information concerning speed limitsalong the route. The computer simulation uses parameters 330 sent frommeters and sensors 360, in accordance with known technology. Theseconsist at least of vehicle or train weight, instantane ous vehiclespeed, gear ratios, degrees of efficiency, engine rpm, throttle openingposition (even throttle opening position change), instantaneousposition, road incline (not from electronic map), ambient temperature(which affects the fuel/air mixture), driving resistance and the enginedynamics of the engine. Driving resistance refers to a value computed bythe second control unit in response to signals indicating instantaneousengine torque and instantaneous vehicle acceleration and mass,constituting an indication of road incline, any tailwind or headwind andthe rolling resistance of the vehicle. Furthermore, consideration canalso be taken to information on the speed of the preceding vehicle. Inthe second control unit 45, there are engine models including steadystate torque, which is the torque, which the engine can deliver steadilyat a given operational point, i.e. where so-called transients to get tothe operational point have been left out. With the necessaryinformation, the second control unit 45 can compute (simulate over acertain, predetermined time) i.e. fuel consumption, average speed andemissions (both exhaust and noise emissions), for a set of differentgears and shifting schedules by solving equations with simulations andtime increments. The best gear is selected by comparing computed fuelconsumption, average speed and emissions or combinations of these, onthe basis of a criterion selected by the driver, with matrices stored inthe second control unit 45. Furthermore, FIG. 3 shows a symbol for GPS350, which communicates with the second control unit, possibly alsothrough the sensors 360. As an output from the second control unit 45,there is sent a decision 340, i.e. a gear selection.

FIG. 4 illustrates, in its most simple form, two simulated curves for agiven traffic situation and a given vehicle state, i.e. where all of theparameters necessary for the computer simulation and the surroundingtopology of the vehicle are known, two simulated curves. The figureshows how the engine rpm, when shifting, is dependent on time ordistance. The curve A (the solid line) represents a case afteracceleration when shifting is effected at P1 from third gear to fourthgear. At the break in driving force after the shifting, the engine rpmdrops but increases after a certain period again when the gear isengaged and acceleration takes over. The engine rpm once again increasesand there is a new shifting from fourth gear to fifth gear at P3,whereafter the engine rpm again drops and increases again after acertain period. Curve B (the dashed line) represents another shiftingsequence but for the same given traffic situation and vehicle state. Inthis case, a shifting at P2 from third gear directly to fifth gear issimulated. The result of such a shifting sequence will be, as accordingto the given example, that the latter case according to the simulationmodel will provide a higher rpm at P4. Estimated fuel consumption,emissions and the like are computed in this example for both cases.Depending on which engine rpm and which criterion for driving has beenselected, a decision on the shifting schedule, to optimally fulfill thedesired criterion, is made in the second control unit 45.

FIG. 5 illustrates an embodiment of the present invention where acommunications terminal 500, adapted for communication with the secondcontrol unit 45, permanently or temporarily, has been coupled to thesecond control unit 45, to effect data transfer as per below.

The communications terminal 500 comprises a hardware module such as a PC(personal computer), a hand-held computer, PDA, or similar hand-helddevice. The communications terminal 500 can even be a mobile terminal,such as a mobile phone, which does not need to be physically connectedto the communication terminal 500, but which is in its vicinity. Thecommunication between the communications terminal 500 and the secondcontrol unit 45 thus also comprises wireless communication, such as forexample infrared (IR) technology or radio technology (RF technology)e.g. Blue Tooth. One or more mechanisms can be coupled to the datatransferred, particularly between the communication terminal 500 and thesecond control unit 45. For example, encryption, digital signature,access control, data integrity, authentication exchange, notarisation orthe like can be employed for secure data transfer.

Furthermore, the communication terminal 500 is adapted for communicationwith presentation means 510, for example a GUI (Graphical UserInterface), a printer, a monitor, a touch-screen, or the like.

Stored in the communication terminal 500 is software 505, compatiblewith software stored in the control unit 45. The software 505 makespossible the feeding in of weighted control parameters. In other words,automatic (either dynamically adapted to circumstances or predetermined)changes in the control parameters are made possible.

Two cases are evident, but these are by no means the only ones:

-   -   1. For one or more given stretches of road, there are one or        more predetermined schedules for control parameters stored        either in a memory in the communication terminal 500, or in a        database (not shown) coupled thereto, or on a carrier such as a        CD-ROM the data thereon being transferred to the communications        terminal 500. Alternatively, programming can be done manually,        to provide a setting schedule for the control parameter        weighting in the communications terminal 500. The second control        unit 45, coordinates and processes the set control parameter        weighting with information on position (GPS 350), surrounding        topology (electronic map 320) and from sensor 360, as well as        known parameters 330, in a manner described previously in        accordance with the present invention, to shift (or not shift),        i.e. to make a decision 340. The difference in relation to the        embodiment shown in FIG. 3 is thus an automation and        time-advance weighting of the control parameters. The        programming can of course also be effected while moving, e.g. if        a change is necessary due to erroneous programming        (reprogramming), a route change (change of setting schedule) or        the like.    -   2. The second case makes possible automatic, dynamic, control        parameter weighting with external input. Transmitters 520 for        this purpose, placed in the vehicle surroundings, e.g. along        roads are adapted for communication with the communication        terminal 500 send information on the current situation, and        suitable or regulated control parameter weighting, to the        communication terminal 500. Changes in the setting schedule for        control parameter weighting are effected dynamically according        to stored strategies. A transmitter, for example, can be placed        at a city limit, and it sends, to the communication terminal        500, as the vehicle enters the city zone, a control parameter        weighting in accordance with possible lower permissible levels        for exhaust emissions for example. If priority is given to        follow the control parameter weighting, the setting is changed        thusly, possibly after manual confirmation via the communication        terminal 500, and the vehicle can be automatically adapted to        the new norms.

FIG. 6 illustrates an embodiment with central control. A control center600, adapted for wireless communication with the communication terminal500, can, in accordance with the present invention, give priority toeconomical driving (with low fuel consumption), a certain arrival time(weighting with regard to average speed) or certain emissions. Thecontrol center can be of the Fleet Management type, e.g. a coordinatingcenter for a transport company. Communication can take place via anetwork medium, e.g. a tele-network or the internet using SMS, MMS,e-mail or another medium. Mechanisms mentioned in connection with FIG. 5can also be coupled in here to provide secure transmission andimplementation of information.

In this manner, a trucking company for example, or a municipalauthority, can set, in the garage or on the road, the weighting of, orthe maximum and/or minimum values of control parameters for exhaustemissions for example.

One advantage of this embodiment is that it facilitates adaptation tovarying regional and local rules, norms, or laws. For example,prioritising low exhaust emissions can be easily programmed in andimplemented in the model when entering an urban area with lowerpennissible emission levels than outside.

Another advantage of this embodiment is that a vehicle originallydelivered with settings for a certain environmental class can be updatedto fulfill more or less stringent emission requirements, especiallyexhaust emission requirements.

If maximum or minimum values of control parameters should be set toohigh or too low in relation to the performance which the vehicle iscapable of, and prescribed operational limits, such information can beindicated in performance means 510. Tailor made software can alsoprovide all relevant information, such as whether recommendedoperational limits have been exceeded.

FIG. 7 illustrates schematically an embodiment where an example of asimulation process, in accordance with the present invention, makespossible continuous monitoring of the settings of the control parameterweighting and comparative analysis for alternative weighting settingsfor control parameters and notification of any erroneous indication ofcurrent settings or the setting schedule, e.g. in the presentation means510, presented in accordance with a model stored in the control unit 45.

Setting errors in the weighting of the control parameters, set manuallyby the driver, e.g. with the control 300 (FIG. 3), or set externally,e.g. from the control center 600 via the communications terminal 500(FIG. 6), can be detected by performing a number of parallel or serialsimulations, preferably, but not necessarily, in real time withalternative settings of control parameter weighting.

As is shown schematically in FIG. 7, a simulation for a setting with acertain weighting setting U1 of control parameters in accordance withthe process described above (e.g. in FIGS. 3 and 6). That is to say, tothe control unit 45 there are transferred inter alia known parameters330 from sensors 360, information from the electronic map 320 (not shownin the figure), information from GPS 350 (not shown in the figure), andsimulations are performed continuously to reach a decision 340 (notshown in the figure).

The result of the simulation for U1 is labeled R1 in FIG. 7. R1 includesthe decision 340 and all other conceivable relevant information. e.g.that measured by the sensor 360 or processed and computed by software315 (not shown in figure) I the control unit 45, such as positionaldata, driver requests in the form of instantaneous acceleration,instantaneous and/or cumulative fuel consumption and various types ofemissions or speed and comfort indications, all with or without timestamps.

The result R1 can preferably be electronically stored in a memory 710,and/or be implemented, i.e. effect a decision to shift or maintainstatus quo, and can be presented in a presentation means 510 (FIG. 5).The memory 710 is a memory of a known type, e.g. a hard drive, CD or thelike, and can be physically located in the control unit 45 or in thecommunications terminal 500 or as an independent unit and is in any caseadapted for communication with the control unit 45.

Parallel with the simulation for the set U1, a total of N sets ofweighting parameters can be simulated continuously in real time inaccordance with the described process and input (from for example 360,350, 320). The results R2-RN for sets U2-UN are obtained substantiallysimultaneously with the result R1. In this example there are N results,R1-RN, the input of which only differs with regard to their weightingparameters. The results R1-RN can be processed with the aid software 315stored in the control unit and can be presented by the presentationmeans 510, or be sent to the control center 600, to make possibleautomatic or manual evaluation of the setting of the parameterweighting. Any erroneous setting for the current driving task can thusbe detected and be remedied by changing the settings eitherautomatically from the control center for example or semi-automaticallyby the vehicle driver.

In an alternative example the simulation process is performed serially,or to a certain extent serially. It is not necessary that this be doneeven in the physical vicinity of the vehicle. Rather, the process cantake place in the control center 600 or in a computer laboratory or thelike where computer processing, computer analysis and optimisation workcan be carried out. Saved results R1-RN can thus be transferred to thedesired physical location. e.g. the control center 600 and be used toobtain a statistical basis for alternative setting of the controlparameter weightings for given driving distances and to perform futureoptimisations of the weighting of the control parameters and/or thedriving schedule. Furthermore simulations can be carried out whichinclude values within a hypothetically relevant interval with adequatevariation of the actually measured known parameters 330, to achieve abetter statistical basis and thus make better optimisation possible ofcontrol parameter weighting or setting schedules (described in FIG. 6)for a given stretch of road.

The two above described processes can of course be combined in wayssuitable for different situations and purposes. A chosen process is thusnot limited to the respective descriptions.

1. A motor vehicle with a clutch (3) and automated transmission (9)between the engine and the drive wheels of the vehicle, comprisingcontrol means (45,48) for controlling the engine and for controlling thetransmission in accordance with a selected position for an electronicgear selector (46), where the control means, with the gear selector inits position for automatic shifting, upon movement, selects a gear whichis determined by a gear setting preference, stored in the control means,as a function of various driving preference parameters fed into thecontrol means, the control means comprising: a first simulation of anintended path of the vehicle in response to measured and sensedinformation (360, 330, 320, 350) for a set of different shift schedules,and select an optimal shift schedule from said set of shift scheduleswith regards to a first set of weighted driving preference parameters(U1) derived from a weight assigned to each driving preference of theset of the various driving preferences, a second simulation of theintended path of the vehicle in response to said measured and sensedinformation (360, 330, 320, 350) for a set of different shift schedulesand select a shift schedule from said set of shift schedules which isoptimal with regard to at least one alternative set of weighted drivingpreference parameters (U2-UN) and, a comparative analysis of results(R1-RN) of the first simulation and the second simulation in order toidentify the optimal set of the weighted driving preference parametersand an optimal selected shift schedule.
 2. The motor vehicle accordingto claim 1, wherein said control means comprise a first electroniccontrol unit (48) for control of the engine and a second electroniccontrol unit (45) for control of the transmission, both adapted forcommunication with each other.
 3. The motor vehicle according to claim2, wherein the control means (45,48) are arranged to perform thesimulation process for the alternative set of the driving preferenceparameters (U2-UN) in parallel in real time.
 4. The motor vehicleaccording to claim 2, wherein the control means (45,48) are arranged toperform the simulation process for the alternative set of the drivingpreference parameters (U2-UN) in series or in parallel, or as acombination thereof.
 5. The motor vehicle according to claim 1, whereinthe control means (45,48) are arranged to perform the second simulationfor the alternative set of the driving preference parameters (U2-UN) inparallel in real time.
 6. The motor vehicle according to claim 1,wherein the control means (45,48) are arranged to perform thecomparative analysis, which includes an evaluation of the results(R1-RN)of the first simulation and the second simulation, in accordance with amodel stored therein.
 7. The motor vehicle according to claim 1, whereinthe control means (45,48) are arranged to perform the second simulationfor the alternative set of the driving preference parameters (U2-UN) inseries or in parallel, or as a combination thereof.
 8. The motor vehicleaccording to claim 1, wherein a control center (600) is arranged toperform the second simulation for the alternative set of the drivingpreference parameters (U2-UN).
 9. The motor vehicle according to claim8, wherein the control center (600) is arranged to automatically updatethe control parameters and/or a setting schedule in the control means(45,48) based on the results (R1-RN) of the first simulation and thesecond simulation.
 10. The motor vehicle according to claim 1, wherein amemory(710) is arranged for storing the results (R1-RN) of thesimulation process.
 11. The motor vehicle according to claim 1, whereinpresentation means(510) are arranged to present at least one of theresults(R1-RN) of the first simulation and the second simulation fromthe comparative analysis in real time and an evaluation of the same. 12.The motor vehicle according to claim 1, wherein a control center (600)is arranged to receive the results (R1-RN) of the first simulation andthe second simulation from a communications terminal (500) and carry outa comparative analysis including an evaluation of the results (R1-RN) ofthe first simulation and the second simulation for optimizationpurposes.
 13. The motor vehicle according to claim 12, wherein thecontrol center (600) is arranged to automatically update the controlparameters and/or a setting schedule in the control means (45,48) basedon the results (R1-RN) of the first simulation and the secondsimulation.
 14. The motor vehicle according to claim 13, wherein thesetting schedule in the control means can be manually overridden. 15.The motor vehicle according to claim 1, wherein the control center (600)is arranged to automatically update the various driving preferenceparameters and/or a setting schedule in the control means (45,48) basedon the results (R1-RN) of the first simulation and the secondsimulation.
 16. The motor vehicle according to claim 1, characterized inthat the control means (45,48) are arranged to automatically updatecontrol parameters and/or setting schedules based on the results (R1-RN)of the first simulation and the second simulation.
 17. The motor vehicleaccording to claim 1, wherein the control means (45,48) are arranged toautomatically update control parameters and/or setting schedules on thebasis of the results(R1-RN) of the first simulation and the secondsimulation, when a switch (300) is manually set therefore.